Pivoted coupler carrier for railway cars



y 0, 1968 E. J. CORDANI PIVOTED COUPLER CARRIER FOR RAILWAY CARS FiledAug. 10, 1966 4 Sheets-Sheet 1 INVENTOR. EUGENE J. CORDANI ATTORNEY July30, 1968 E. J. CORDANI PIVOTED COUPLER CARRIER FOR RAILWAY CARS 4Sheets-Sheet 2 Filed Aug. 10, 1966 Ill.

July 30, 1968 E. J. CORDANI PIVOTED COUPLER CARRIER FOR RAILWAY CARSFiled Aug. 10, 1966 4 Sheets-Sheet 3 July 30, 1968 E. J. CORDANI.PIVOTED COUPLER CARRIER FOR RAILWAY CARS Filed Aug. 10 1966 4Sheets-Sheet 4 FIG. 4.

United States Patent 3,394,821 PIVOTED COUPLER CARRIER FOR RAILWAY CARSEugene J. Cordani, Florissant, Mo., assignor to ACE Industries,Incorporated, New York, N.Y., a corporation of New JerseyContinuation-impart of application Ser. No. 539,436, Apr. 1, 1966. Thisapplication Aug. 10, 1966, Ser. No. 571,545

3 Claims. (Cl. 213-61) ABSTRACT OF THE DISCLOSURE A coupler carrier fora railway car pivotally mounted on the center sill and supporting theshank of a coupler. The coupler carrier has a main body portion of anarcuate convex shape as viewed in transverse cross section with endportions of the main body portion spaced inwardly of its central portionto provide clearance for the lateral swinging of the coupler. Downwardlyextending rods are pivotally connected to the underside of the main bodyportion and coil springs about the rods urge the coupler carrierupwardly.

Cross-reference to related application This application is acontinuation-in-part application of application Ser. No. 539,436, filedApr. 1, 1966, and entitled, Coupler Support Structure.

Background and description of the invention Couplers of the so-called Ftype (American Association of Railroads designation) are mounted forpivotal movement about a generally vertical axis in order to swinglaterally as much as fifteen degrees with respect to the longitudinalaxis of the railway car. Also, such couplers are mounted for pivotalmovement downwardly as much as two and one-half (2 /2) inches at thecoupler carrier. When the coupler shank pivots downwardly on the couplercarrier, sliding frictional movement occurs between the lower surface ofthe coupler shank and the adjacent upper contacting surface of thecoupler carrier in a direction generally longitudinally of the railwaycar. It is desirable to minimize the friction generated by relativesliding movement between the carrier and the adjacent coupler shank uponthe pivoting of the coupler in a generally vertical plane.

Further, upon the lateral swinging of the coupler, the uncoupler lugextending downwardly from the coupler head might engage the adjacentcoupler carrier at an extreme lateral position of the coupler under somecondition of use. Thus, it is desirable to have the latteral portions ofthe carrier spaced inwardly from its central portion in order to preventany contact of the projecting uncoupler lug and the adjacent couplercarrier.

The present invention provides a coupler carrier pivoted about ahorizontal axis and having its upper surface of a convex curvature. Thispermits a smooth frictional bearing surface between the coupler carrierand coupler shank upon relative sliding movement between the carrier andcoupler shank when the coupler pivots in a generally vertical plane.

Additionally, the present invention provides a pivoted coupler carrierhaving its lateral portions spaced inwardly from its central portion toprovide clearance for the adjacent uncoupler lug under all conditions ofuse. This is accomplished by cutting back the lateral portions or byproviding an arcuate carrier as viewed in plan.

The invention accordingly comprises the constructions hereinafterdescribed, the scope of the invention being indicated in the followingclaims.

3,394,821 Patented July 30, 1968 In the accompanying drawings, in whichtwo of various possible embodiments of the invention are illustrated,

FIGURE 1 is a partial front elevation of an end of a railway flat carhaving a coupler supported by the present invention, a coupler shankbeing indicated in section and positioned within the open end of acenter sill structure;

FIGURE 2 is a top plan of the structure shown in FIGURE 1, certain partsbeing broken away and shown in section;

FIGURE 3 is a longitudinal section of the coupler support structureshown in FIGURES 1 and 2; and

FIGURE 4 is a top plan of a modified coupler support structure similarto FIGURE 2 but showing the coupler carrier of an arcuate curvature asviewed in plan.

Corresponding reference characters indicate corresponding partsthroughout the several views of the drawings.

Referring now to the drawings for a better understanding of theinvention, an underframe for a railway flat car is generally indicated10 and has a center sill structure generally indicated 12. Center sillstructure 12 is generally hat-shaped and formed by sides 14 having loweroutwardly extending flanges 16. Sides 14 have outwardly flared endportions 18 to form a pocket receiving a coupler generally indicated 20.Coupler 20 comprises a coupler head 22 carrying a knuckle 24. Anuncoupler lug 26 extends downwardly from a coupler shank 28 as shown inFIG- URE 3. Coupler shank 28 has an opening 30 therein receiving avertical pin 32 to pivotally connect coupler 20 to yoke 34. Mountedwithin yoke 34 is a suitable draft gear arrangement indicated generally36 and having a plurality of rubber pads and metal disks. A frontfollower block 38 engages front stops 40 secured to the inner surface ofcenter sill sides 14. Yoke 34 extends about a rear follower block 41.Coupler 20 is adapted to swing laterally about vertical pin 32 as muchas fifteen (15) degrees on each side of the longitudinal axis ofunderframe 10. Also, coupler 20 may pivot downwardly about its looseconnection to vertical pin 32 and yoke 34 in a vertical direction adistance of around two and one-half (2 /2) inches as measured at the endof center sill structure 12.

Secured to the extending flared sides 18 of center sill structure 12 areangle shaped reinforcing members 42. Extending across the bottom ofcenter sill structure 12 between reinforcing members 42 is a Z-shapedsupport generally indicated 44 and forming with reinforcing members 42 abox-shaped frame for the end of center sill structure 12.

Extending downwardly from the underside of each outturned flange 1-6 ofcenter sill structure 12 is a lug 45. Mounted for pivotal movement onlug 45 is a coupler carrier generally indicated 46. An arm 52 adjacenteach side of carrier 46 has a pin 50 pivotally connected to the adjacentlug 45. A stop 53 is secured to the inner surface of each reinforcingmember and engages the underside of carrier 46 upon downward movementthereof a distance of around two and one-half (2 /2) inches.

Extending downwardly from coupler carrier 46 are lugs 54. Pivotallymounted to each lug 54 is a rod 56 having an out-turned end 58 fittingwithin a suitable opening of an associated adjacent lug 54 and forming apivot. To bias carrier 46 upwardly continuously, a coil spring 60 ismounted about each rod 56 and is compressed between Z-shaped support 44and a stop washer '62 secured to rod 56. The lower ends of rods 56extend through suitable openings 64 in Z-shaped support 44. Suitablenuts 66 are threaded on the ends of rods 56 and engage the underside ofZ-shaped support 44 to restrain the upward movement of coupler carrier46. Nuts 66 may be adjusted on rods 56 to position carrier 46accurately.

Forming an important feature of this invention, coupler carrier 46includes a main body portion 68 which has an 3 upper surface of anarcuate or convex curvature as shown in FIGURE 3. A wear plate or strip70 is secured to the upper surface of main body portion 68 and is of acorresponding convex curvature along its outer surface. Wear strip 70may be of a thickness between about one-fourth A) inch and one-half /2)inch. Upon a vertical downward pivotal movement of coupler shank 28,frictional sliding contact occurs between wear plate 70 and the adjacentlower surface of shank 28. Thus, it is desirable that no sharp edges orthe like be in contact with the adjacent undersurface of shank 28 whensuch frictional sliding movement occurs. By having wear plate 70 andmain body portion 68 of a convex curvature, a relatively smoothfrictional bearing surface is provided for the lower surface of shank 28thereby minimizing excessive wear of the parts upon the verticalpivoting of coupler shank 28.

Uncoupler lug 26 of coupler 20 projects downwardly from shank 28 and itis possible for uncoupling lug 26 to engage the outer or end portions ofcoupler carrier 46 upon the swinging of coupler 20 in a lateraldirection around twelve (12) degrees or more and the exertion of arelatively large buff force. Thus, it is desirable to have the endportions of coupler carrier 46 spaced inwardly from an intermediateportion. As shown in FIG- URE 2, an end portion 72 adjacent each side ofthe intermediate portion 74 forming main body portion 68 is flaredrearwardly so as to provide clearance for uncoupling lug 26 in the eventsuch a combination of conditions occur as mentioned above. Thus,adequate clearance is provided for uncoupling lug 26 under allconditions of use.

Referring to FIGURE 4, a modified coupler carrier 46A is shown in whichmain body portion 68A is formed of an arcuate curvature having agenerally constant radius as viewed in plan. The radius from which thecurvature of carrier 46A is swung has its center rearwardly of the pivotof coupler 20. Thus, as coupler 20 swings laterally, a constantlychanging frictional bearing area on the underside of shank 28 isprovided. End portions 72A of carrier 46A are spaced inwardly from theintermediate portion 74A of the main body 68A since carrier 46A isarcuate. Thus, adequate clearance is provided for uncoupler lug 26. Asuitable wear plate is also provided for carrier 46A shown in FIGURE 4and carrier 46A is of a convex outer curvature similar to the couplercarrier shown in the embodiment of FIGURES 1-3.

From the foregoing, it is to be understood that a novel coupler carrierhas been provided for a coupler which is mounted for swinging pivotalmovement in a horizontal plane and for vertical pivotal movement in avertical plane. The carrier is of a convex upper curvature to permit arelatively smooth bearing surface for the coupler shank as the couplermoves or pivots in a vertical plane. Further, the coupler carrier haslateral end portions which are spaced inwardly from its intermediateportion so as to prevent any contact between the uncoupling lug for thecoupler under all conditions of use.

In view of the above, it will be seen that the several objects of theinvention are achieved and other advantageous results obtained.

As various changes could be made in the above constructions withoutdeparting from the scope of the invention, it is intended that allmatter contained in the above description or shown in the accompanyingdrawings shall be interpreted as illustrative and not in a limitingsense.

What is claimed is:

1. In a coupler arrangement adapted to be mounted between the openoutwardly flared sides of a center sill structure, a coupler within thepocket formed by said flared sides, means mounting the coupler forpivotal swinging movement in a horizontal plane about a generallyvertical axis and for limited pivotal movement in a generally verticalplane, a coupler carrier having a main body portion suporting thecoupler shank and extending generally across the open outwardly flaredend of the center sill structure beneath the coupler, an arm adjacenteach end of the main body portion extending inwardly of the railway car,means on the center sill structure mounting the arms about a generallyhorizontal axis for pivotal movement of the carrier in a generallyvertical plane to provide a vertical and longitudinal movement of themain body portion of the-coupler carrier, a plurality of rods pivotallyconnected to the underside of said main body portion and extendinggenerally vertically downwardly from the main body portion, and a coilspring about each rod to urge the rods and coupler carrier in an upwarddirection, said main body portion having an upper surface of an arcuateconvex shape as viewed in transverse cross section for contacting theadjacent surface of the coupler shank in supporting relation, saidcoupler upon pivotal movement in a downward vertical direction being insliding frictional contact with said arcuate upper surface, said mainbody portion as viewed in plan having end portions adjacent the flaredsides spaced inwardly of its central portion thereby to provideclearance upon the lateral swinging of said coupler.

2. In a coupler arrangement as set forth in claim 1, said couplercarrier having a wear plate on its upper surface in engagement with theunderside of the coupler shank, said wear plate having an upper surfaceof a convex curvature corresponding to the convex curvature of said mainbody portion.

3. In a coupler arrangement adapted to be mounted between the openoutwardly flared sides of a center sill structure, a coupler within thepocket formed by said flared sides, means mounting the coupler forpivotal swinging movement in a horizontal plane about a generallyvertical axis and for limited pivotal movement in a generally verticalplane, a coupler carrier having a main body portion supporting thecoupler shank and extending generally across the open outwardly flaredend of the center sill structure beneath the coupler, an arm adjacenteach end of the main body portion extending inwardly of the railway car,means on the center sill structure mounting the arms about a generallyhorizontal axis for pivotal movement in a generally vertical plane, aplurality of lugs on the underside of said main body portion, a rodpivotally connected to each lug and extending generally verticallydownwardly from the associated lug, means on the center sill structureto guide the movement of the rods in a generally vertical direction, acoil spring about each rod to urge the rods and coupler carrier in anupward direction, and means to limit the upward movement of the rods andcoupler carrier, said main body portion having an upper surface of anarcuate convex shape as viewed in transverse cross section forcontacting the adjacent surface of the coupler shank in supportingrelation, said coupler upon pivotal movement in a downward verticaldirection being in sliding frictional contact with said arcuate uppersurface, said main body portion as viewed in plan having end portionsadjacent the flared sides of said center sill structure spaced inwardlyof its central portion thereby to provide clearance upon the lateralswinging of said coupler.

References Cited UNITED STATES PATENTS 934,375 9/ 1909 Tomlinson 213611,079,633 11/1913 Bundy et al 213-21 1,305,987 6/1919 Averill 213612,021,570 11/1935 Tangerman 213-21 2,956,693 10/1960 Blattner 213-72.

DRAYTON E. HOFFMAN, Primary Examiner.

